Deep Singh

Anybody used the Delta ECU software to have their Sti/P1 tuned.If so what did you think of the results

john banks

It has not been done yet to my knowledge. I did think about selling my MY00 and getting an STi 5 to have a play

Deep Singh

Hi John.If the technology exists why do you think it has not been done?

john banks

Because it has only been available to Ecutek for a short time and we've all been busy working on UK MY99/00. I have only had the kit for four weeks. Steve's car had a manifold and lots of changes to the fuelling and timing as a result of this and also the induction mods he mad. My car was the first with a new turbo and fuel pump, and soon a new intercooler. Ecutek are now turning their attention to MY01 ECUs including STi 02.

I have a spare STi 5 ECU waiting ready in preparation for the first STi 5/6/P1 that I remap. There are a few interested customers, nothing firm arranged yet. As usual I will take the approach of aiming for minimal knock correction on the high octane maps with 8-9% CO fuelling, a fatter but safe boost curve considering the compressor map. In addition I intend to increase the knock sensor sensitivity on the STis to match that on the P1 (the ONLY difference between the maps - a single byte apart from the ECU identifier codes). Also the low octane maps and the compensation maps for detonation for fuel and timing are grossly underused and these can be much improved - the amount the STi ECUs can retard is not satisfactory considering there is no difference between the low and high octane maps largely and they are mapped for 100RON. So imagine the safety of a car mapped for 100 RON run on 97-100 RON compared with a UK car that is safe for 95 RON run on 97-100 RON. Different ball park entirely, and redressing this should massively improve the STi map safety and allow headroom for it to use higher performance fuelling and timing where it is safe to do so but give it the capacity to add much more fuel and retard the timing more if it does see det.

I have been surprised how much better you can make a car drive by actually adding fuel in certain areas of the map, and retarding timing where it is running excessive (over-enthusiastic) knock correction. For instance just retarding the timing by two degrees in the 4400 RPM row on my car can remove knock correction from a few load zones and in surrounding 4000-4800 zones. The standard timing seems just too enthusiastic, and this weak point also seems present on other UK cars, even not running higher boost. Sort this and the ECU seems happier and will actually start trying to advance the ignition in other areas of the map. If there is an area it seems unhappy with it seems much less likely to advance elsewhere in the map.

A lot of cars even on standard induction are running lean and losing torque right up to 3000 RPM and beyond, and adding fuel makes a world of difference.

Hope this helps.

Deep Singh

Yes very helpful thanks John.One last question, any idea how long a product from Ecutek for the MY01 STi will take to develop,or is that too difficult to answer at the moment.Many thanks Deep.

john banks

Like Dave T-S said in another thread if you crack the WRX the STi should be soon behind. Cracking the AE800/801/802 resulted in the P1, STi 5/6, Forester, Legacy etc all using variant of the same basic code. Just have to hope Stephen Done has a lot more Eureka moments.

Deep Singh

Thanks John.

Deep Singh

John I know you have'nt mapped one yet but what do you estimate as the inrease in BHP/torque on a STi/P1 using Delta Ecu

john banks

Estimates only - if you go on the basis of 8 lbft/PSI (very approximate, efficiency limited, not applicable in all situations obviously), and similar for 0.5 AFR point (again VERY approximate) and maybe 5-10 lbft on peak torque from tweaking the timing, then a 2.5 PSI raise and the above might give you 35-40 lbft. At peak power point you might be able to get 3 PSI extra quite comfortably again with improvements to fuelling and timing, so maybe again 30 BHP. Of course some of these improvements would tend to go along with improvements in breathing and would optimise their effects. I am certainly not saying all these things are additive. I hope I am being reasonably conservative in the estimates. I think there would be much larger gains in some areas of the map, and enhancements in that "driveability" thing which is very relevant to everyday motoring.

It would be easy to shoot holes in these figures but they are my best estimates. I would want the fuel pump changed as well.

Looking at the maps - 15.7 PSI is the boost target up to 5400 RPM then it is 14.6 PSI from then up.

I know some P1s have been mapped for 3 PSI over standard in the midrange and 4 PSI over standard at the top end, hence my thought of sticking a bit below this. Half an AFR point is quite a nice amount to remove often, but it depends on how much the individual car starts with.

I have taken about 1 AFR point off my own map with good effect and no more than 20 C increase in EGTs - probably the extra advance has helped keep them low at 760 C max in the headers - I am very happy with this level. I also run my own car at 20 PSI from 2700 to 5500 RPM, dropping to 16 PSI at 6000 RPM and 14 PSI at 7000 RPM, and left it really rich above 6000 RPM. The turbo is still quite small so I do taper it more than it could deliver from 5500. The VF24 is bigger so it should be quite happy with the pressures I am suggesting, and people run these turbos at 1.3 bar on UK engines quite happily, but a notch back would surely improve the reliability a bit.

[Edited by john banks - 6/8/2002 11:20:58 PM]

Andy.F

John's estimates


Well somebody had too

john banks

Also I said VF24, but it is VF28 (they are basically the same though).

Deep Singh

Thanks for a comprehensive answer(as always) John. Deep.

BrianP

Sorry to interupt the thread, but can soomeone explain what AFR and EGT is/are?

bttt

Brian

mutant_matt

Air Fuel Ratio and Exhaust Gas Temperature

BrianP

Ah ha.

Ta very much.

Brian